Drive system for a motor vehicle

ABSTRACT

A motor vehicle drive system utilizing a flywheel for storing recaptured kinetic energy from a moving vehicle is described. Alternators mounted to the drive train generate electrical power from the passively spinning wheels of a moving vehicle. This power may be used to rotate a flywheel. Energy from the continuously spinning flywheel is used or stored for later use to charge batteries which provide power to the drive wheels of the vehicle. The disclosed drive system can be mounted in an all-electric or gasoline-electric hybrid motor vehicle and provides additional power to an electric drive motor of the vehicle.

CROSS REFERENCE TO RELATED APPLICATION

This application is a divisional of U.S. Nonprovisional patentapplication Ser. No. 14/527,541, filed Oct. 29, 2014. application Ser.No. 14/527,541 is a continuation-in-part of U.S. Nonprovisional PatentApplication to Carl Manganaro entitled “DRIVE SYSTEM FOR A MOTORVEHICLE,” Ser. No. 12/800,429, filed May 14, 2010, which issued on Mar.3, 2015 as U.S. Pat. No. 8,967,305, the disclosures of which are herebyincorporated entirely herein by reference.

BACKGROUND OF THE INVENTION Technical Field

The present invention relates generally to motor vehicle drive systems;specifically, to electrically or internal combustion engine-poweredvehicles that utilize regenerative powering of electrical drive motors.

State of the Art

Electrically powered drive systems are among the oldest drive systemsfor vehicles. Electric vehicles first came into existence in thenineteenth century, when electricity was a preferred method forautomobile propulsion. Drivers of early electric motor-poweredautomobiles did not experience the vibration, smell, and noiseassociated with then-available internal combustion engines.Additionally, early electric vehicles did not require a transmission orstarting by a hand-crank. These and other advantages of electricvehicles provided a level of comfort and ease of operation that couldnot be achieved by the gasoline-powered cars of the day.

Historically, however, electric vehicles also had disadvantages whencompared to alternatives. Their range was relatively short andinfrastructure required for recharging was limited. Between 1890 and1920, gasoline became much more widely available and considerablycheaper than electricity. Advances in technology, such as invention ofthe assembly line and the electric starter motor, made internalcombustion engine-powered vehicles cheaper to purchase and fuel, andultimately easier to operate and maintain, than electric vehicles. Bythe late 1920s, the internal combustion engine had largely replacedelectric motors for vehicle drive systems.

Over recent decades, and particularly since the millennium, electricallypowered vehicle drive systems have been making a comeback. Advances inbattery technology along with the negative environmental and socialimpacts associated with burning of fossil fuels is creating newopportunities for alternative vehicle power sources and drivemechanisms. Although present systems for powering electric vehicles,whether purely electric or gasoline-electric hybrids, have advancedconsiderably, they continue to have deficiencies, particularly withrange and acceleration. Electric motor power sources often fail toprovide sufficient power to satisfy many consumers. Kinetic energy ofthe moving vehicle is either completely wasted or inefficientlyutilized, further limited range and acceleration.

Accordingly, an improved drive system for electrically powered vehiclesis needed.

DISCLOSURE OF THE INVENTION

The present invention relates generally to motor vehicle drive systems;specifically, to electrically or internal combustion engine-poweredvehicles that utilize regenerative powering of electrical drive motors.

Disclosed is a drive system for a vehicle comprising a first alternatormechanically coupled to a wheel of the vehicle; a flywheel drive motorelectrically coupled to the first alternator, wherein the firstalternator powers the flywheel drive motor; a flywheel mechanicallycoupled to the flywheel drive motor, wherein the flywheel drive motorrotates the flywheel; and a second alternator mechanically coupled tothe flywheel. In some embodiments, the drive system further comprises afirst battery electrically coupled to the first alternator and theflywheel drive motor, wherein the first alternator charges the firstbattery and the first battery powers the flywheel drive motor. In someembodiments, the drive system further comprises a second batteryelectrically coupled to the second alternator, wherein the secondalternator charges the second battery.

In other embodiments, the drive system further comprises an electroniccontrol module electrically coupled to the first alternator, the firstbattery, the flywheel drive motor, the second alternator, and the secondbattery. In still other embodiments, the drive system further comprisesan external A/C plug electrically coupled to the electronic controlmodule.

In some embodiments, the flywheel is mounted within an enginecompartment and wherein the flywheel's axis of rotation is less thanfifteen degrees from vertical.

Some embodiments of the invention further comprise an all-electricvehicle mechanically coupled to the drive system. In other embodiments,the invention further comprises a gasoline-electric hybrid vehiclemechanically coupled to the drive system. In some embodiments, the wheelis a first wheel and the drive system further comprises a vehicle drivemotor, wherein the second alternator powers the vehicle drive motor.

Disclosed is a vehicle drive system comprising a flywheel mechanicallycoupled to an alternator, wherein rotation of the flywheel causes thealternator to generate electricity. Some embodiments further comprise abattery electrically coupled to the alternator.

Also disclosed is a method of forming a drive system for a vehicle,comprising the steps of mechanically coupling a first alternator to afirst wheel of the vehicle, wherein rotation of the first wheel of thevehicle causes the first alternator to generate electricity;electrically coupling the first alternator to a flywheel drive motor,wherein the first alternator powers the flywheel drive motor; couplingthe flywheel drive motor to a flywheel, wherein rotation of the flywheeldrive motor causes the flywheel to rotate; coupling the flywheel to asecond alternator, wherein rotation of the flywheel causes the secondalternator to generate electricity; and electrically coupling the secondalternator to a vehicle drive motor, wherein electricity generated bythe second alternator powers the vehicle drive motor.

In some embodiments, the method further comprises electrically couplingthe first alternator to a first battery. In some embodiments, the methodcomprises electrically coupling the first battery to the flywheel drivemotor, wherein the first battery powers the flywheel drive motor. Insome embodiments, the method further comprises coupling the vehicledrive motor to a second wheel of the vehicle, wherein the vehicle drivemotor causes the vehicle second wheel to rotate, propelling the vehicle.In some embodiments, the method further comprises electrically couplinga second battery to the second alternator. In some embodiments, themethod further comprises electrically coupling the second battery to thevehicle drive motor. In some embodiments, the method further comprisesreversibly electrically coupling an external A/C power source to theflywheel drive motor, wherein the external A/C power source powers theflywheel drive motor when coupled. In still other embodiments, themethod further comprises the flywheel electrically coupled to thevehicle drive motor.

The foregoing and other features and advantages of the present inventionwill be apparent to those of ordinary skill in the art from thefollowing more particular description of the invention and itsembodiments, and as illustrated in the accompanying drawing figures.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram showing relationships between componentsof a vehicle drive system.

FIG. 2 is a side view depicting an embodiment of a flywheelhousing-drive motor-alternator assembly.

FIG. 3 is a schematic diagram showing relationships between thecomponents of a vehicle drive system.

FIG. 4 is a schematic diagram showing relationships between thecomponents of a vehicle drive system.

FIG. 5 is a schematic diagram showing relationships between thecomponents of a vehicle drive system.

FIG. 6 is a schematic diagram showing relationships between thecomponents of a vehicle drive system.

FIG. 7 is a schematic diagram showing relationships between thecomponents of a vehicle drive system.

FIG. 8 is a simplified block diagram showing routing of electricitywithin a vehicle drive system.

FIG. 9(a) is a side view of one embodiment of flywheel 102.

FIG. 9(b) is a top view of one embodiment of flywheel 102.

FIG. 10 is a flowchart showing a method 700 of forming a vehicle drivesystem.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

As discussed above, this disclosure relates to motor vehicle drivesystems; specifically, to electrically or internal combustionengine-powered vehicles that utilize regenerative powering of electricaldrive motors.

Electrically powered vehicles, whether all-electric or gasoline-electrichybrids, power the vehicle's drive wheels with electric motors.Alternative or direct current is used, depending on the application.Electric motors require an energy storage system to provide continuouspower to the motors. One solution has been to use one or moreelectrochemical batteries to store electrical energy and providecontinuous power to the motors. An alternative energy storage systemwhich uses kinetic energy stored in a rotating flywheel is alsopossible.

The disclosed drive system captures and stores a moving vehicle'skinetic energy within a spinning flywheel, in combination withconventional electrochemical batteries. The rotating flywheel becomes acontinuous charging source for batteries powering the vehicle's drivemotor(s). A goal of the system is to maximize conservation of theconsiderable kinetic energy possessed by a moving motor vehicle, and toexploit that energy as a substantial adjunct power source. This systemworks can be adapted to, and works equally well with, all-electric orgasoline-electric “hybrid” vehicles. The vehicle drive system isfunctionally divided into three primary component groupings: 1) energycapture; 2) energy storage; and 3) drive power.

The energy capture component grouping consists of an alternatormechanically coupled to a wheel of the vehicle. One two, or morealternators may each be mechanically coupled to a vehicle wheel, onealternator per wheel. The alternator charges a battery which providespower to a flywheel drive motor. The flywheel drive motor rotates aflywheel, thereby transferring the kinetic energy of the moving vehicleto the flywheel through an intermediate system of electrical powergeneration. Although this intermediate system of electrical alternatorsand flywheel motor may be less efficient at energy transfer than adirect mechanical linkage from the wheels to the flywheel, electricalpower transfer has advantages over mechanical power transfer; namely,electrical energy is more easily and precisely monitored and controlled.When a flywheel is rotating at optimal speed, excess incoming electricalenergy can be routed directly to a storage battery whereas excessmechanical energy cannot.

Storage of the captured kinetic energy is accomplished by ahighly-efficient flywheel. A flywheel is a kinetic energy “battery,” andhas many advantages over a conventional electro-chemical battery. Incontrast to an electrochemical battery, a flywheel has an almostunlimited lifespan and requires essentially no maintenance. A flywheelis not constrained to a limited number of charging cycles over itslifespan. An electrochemical battery, however, has a useful life limitedto only three to five years. Finally, a flywheel may take only a fewminutes to reach its maximum rotational speed “charge,” while a largechemical battery may take hours.

Efficiency is optimized by mounting the flywheel on low-frictionbearings, choosing a cross-sectional flywheel shape to maximizeconservation of momentum and minimize drag, and containing the flywheelwithin a vacuum-sealed housing. The shaft of the spinning flywheel isconnected to a flywheel alternator which delivers charge to additionalbatteries when the vehicle is in operation, and for a considerable timeafter the vehicle is stopped. Additionally, there are advantages tousing a flywheel which are unrelated to energy storage. Centrallymounting a symmetrical, balanced horizontally rotating object ofsubstantial mass underneath the chassis of a vehicle may improve vehiclestability and handling by lowering the overall center of gravity andgenerating a “gyroscope effect” from the rotating object's angularmomentum.

Additional recaptured energy may be stored in conventionalelectrochemical batteries. When the vehicle is moving, there will bemany conditions when the flywheel is rotating at an optimum speed; i.e.no additional recaptured energy storage capacity is available in theflywheel, yet energy is still being recaptured. Under these conditions,energy recaptured by alternator(s) coupled to the vehicle's wheels maybe stored in such batteries.

Finally, drive power is available from batteries charged by the spinningflywheel or from a second alternator mechanically coupled to theflywheel. The batteries energize one or more electric motors that powerthe vehicle's drive wheels. All-electric or gasoline-electric hybridvehicles have an electric motor mechanically coupled to drive wheels. Inthe disclosed vehicle drive system, batteries charged by the rotatingflywheel provide energy recaptured from the moving vehicle to one ormore of these motors. Under conditions wherein an electric drive-wheelmotor is being powered with recaptured energy, the vehicle's primary“fuel” source, whether gasoline or electricity, is conserved, thusincreasing the vehicle's range and operating efficiency. Because therecaptured energy is supplied to the vehicle's power train in the formof electricity, any electric motor otherwise employed by the vehicle'smanufacturer may be powered by this system. Thus, the disclosed vehicledrive system is designed and intended to be versatile and adaptable forinstallation in all-electric or gasoline-electric hybrid vehicles fromvirtually any manufacturer.

FIG. 1 shows a simplified block diagram of a drive system 100. Drivesystem 100 is designed to be installed within a motor vehicle. In someembodiments, vehicle drive system 100 is installed as a supplementalpower source for the vehicle's existing electric drive motor(s). In someembodiments, the motor vehicle is an all-electric vehicle. In otherembodiments, the motor vehicle is a gasoline-electric hybrid vehicle.Drive system 100 includes an electric vehicle drive motor 125. Vehicledrive motor 125 converts electrical energy into rotation of a drivewheel 140. Rotation of drive wheel 140 propels the vehicle. FIG. 1 showsan embodiment with two vehicle drive motors 125.

Vehicle drive system 100 includes an alternator 110, coupled to avehicle front wheel 141. Rotation of a front wheel 141 when the vehicleis in motion causes the corresponding alternator 110 to generateelectricity. Examples of the mechanical coupling include utilizing asingle reduction gear, multiple reduction gears, a chain-and-gear orbelt-and-pulley system, or other similar mechanical couplings known andused in the art. In the embodiment shown in FIG. 1, each alternator 110is mounted near the hub of a front wheel 141. Two alternators 110 areshown in this embodiment, one coupled to each front wheel 141. Becausemany versions of the aforementioned coupling mechanism are possible,according to the embodiment of the invention, specific couplingmechanisms are not shown by the drawing figures. Other embodiments mayuse a single alternator 110 coupled to a single front wheel 141. In thisembodiment, the front wheels 141 are not drive wheels; front wheels 141merely rotate passively when the vehicle is moving. Rotation of thefront wheel(s) 141 is transferred to the shaft of alternator(s) 110through the reduction gear or other mechanical coupling, generating anA/C current. The rotating alternator(s) 110 thereby converts mechanicalkinetic energy from the moving vehicle into electrical energy byproducing an alternating current.

As further shown by FIG. 1, the alternating current produced byalternator(s) 110 is used to power a flywheel drive motor 105. In someembodiments, the electrical connection between flywheel drive motor 105and alternator 110 is through a power control device such as a voltageconverter, a voltage controller, or other electrical device capable ofcontrolling and converting current as is known in the art. Flywheeldrive motor 105 rotates a flywheel 102. In various embodiments, thespecific characteristics of flywheel drive motor 105, such as amperage,operating voltage, power, and torque for example, are chosen based uponthe weight, diameter, maximum rotational speed, optimal rotationalspeed, and other mechanical characteristics of flywheel 102.Accordingly, flywheel drive motor 105 is chosen in specific embodimentsto optimize the efficiency of energy conversion between alternator 110and flywheel 102 using established techniques know to those skilled inthe art.

FIG. 2 shows a side view of an example embodiment of flywheel 102,flywheel drive motor 105, and a second alternator 120 assembled togetherin a vertically “stacked” configuration. Rotating flywheel 102 is asource of stored energy recaptured from the moving vehicle, specificallyfrom the rotation of wheels 141. Flywheel 102 is encased within aflywheel housing 103. A flywheel shaft 104 passes through the center ofrotation of flywheel 102 and emerges from opposing sides of flywheelhousing 103. In some embodiments, flywheel shaft 104 and flywheel 102are a unitary body. One end of flywheel shaft 104 is mechanicallycoupled to flywheel drive motor 105 and the opposite end of flywheelshaft 104 is mechanically coupled to second alternator 120. The relativepositions of flywheel drive motor 105 and second alternator 120 areshown in FIG. 2, without the internal components of these devices. Insome embodiments of the invention, flywheel shaft 104 is coupled toflywheel 102 and rotates at the same speed as flywheel 102. Becausedifferent embodiments of the invention allow for flywheel 102, secondalternator 120 and flywheel drive motor 105 to operate at differingrotational speeds, reduction differentials are used to match therotational speeds of each of these three components. In the embodimentshown, a first differential 150 is mechanically coupled between one endof flywheel shaft 104 and flywheel drive motor 105, and a seconddifferential 151 is mechanically coupled between the opposite end offlywheel shaft 104 and second alternator 120. The gear ratios of firstdifferential 150 and second differential 151 are determined by theoperating characteristics of each component—flywheel 102, drive motor105, and alternator 120—of this three-component system. In someembodiments of the invention, a clutch 124 is interposed between seconddifferential 151 and second alternator 120. In some embodiments,flywheel 102 is mechanically coupled to clutch 124, shown in FIG. 2.Thus, when clutch 124 is engaged, kinetic energy of rotating flywheel102 is transformed to electrical energy by second alternator 120. Secondalternator 120 is electrically coupled to, and provides power to,vehicle drive motors 125. Electrical power received by vehicle drivemotors 125 are used to mechanically rotate drive wheels 140. Therefore,rotation of flywheel 102 causes rotation of drive wheels 140.

In some embodiments, the electrical connection between vehicle drivemotors 125 and second alternator 120 is through a power control devicesuch as a voltage converter, a voltage controller, or other electricaldevice capable of controlling and converting current as is known in theart. Alternatively, power from second alternator 120 may also be used tocharge a second battery 122 (see FIG. 4) in states where drive motor(s)125 have no need for additional power.

The location for mounting flywheel 102 and its associated componentsshown in FIG. 2 within a motor vehicle is chosen by a vehicle engineeraccording to the design characteristics of the particular vehicle model.In some embodiments, flywheel 102's mounting location is within theengine compartment. In some other embodiments, flywheel 102's mountingis located centrally beneath the vehicle along the vehicle's long-axiscenterline. In still other embodiments, flywheel 102's mounting locationis near the rear of the vehicle. As previously mentioned, it isdesirable to locate flywheel 102 as low as possible and in a generallyhorizontal configuration. For example, with flywheel shaft 104 nogreater than 15 degrees off a vertical center line Lv and along avehicle long-axis centerline Lvc to maximize the vehicle's handlingcharacteristics.

In some embodiments of the invention, flywheel housing 103 is a sealedenclosure containing flywheel 102 within a vacuum. The vacuum can beestablished during manufacture of flywheel 103 and flywheel housing 103as an integrated assembly. Alternatively, the vacuum may be created andmaintained during the vehicle's operation by providing a vacuum fittingon housing 103, coupling housing 103 to a standard electrical vacuumpump or directly to a vacuum system line from the vehicle. By operatingflywheel 102 in a vacuum environment, energy lost from rotating flywheel102 to friction is reduced.

FIG. 3 shows a simplified schematic diagram of drive system 200. Drivesystem 200 is similar to drive system 100 of FIG. 1, with the additionof a first battery 112. First battery 112 is an additional source ofstored energy recaptured from the moving vehicle by alternator(s) 110.In this embodiment, alternator(s) 110 provide a charging current tofirst battery 112. Alternators 110 in this embodiment provide electricalcurrent to both first battery 112 and flywheel motor 105. In someembodiments, the electrical connection between first battery 112 andalternator 110 is through a power control device such as a voltageconverter, a voltage controller, or other electrical device capable ofcontrolling and converting current as is known in the art. In someembodiments, the electrical connection between first battery 112 andflywheel drive motor 105 is through a power control device such as avoltage converter, a voltage controller, or other electrical devicecapable of controlling and converting current as is known in the art.

FIG. 4 shows a simplified schematic diagram of drive system 300. Drivesystem 300 is similar to drive system 200 of FIG. 3, with the additionof second battery 122. Second battery 122 is yet another source ofstored energy recaptured from the moving vehicle by first alternator(s)110. In as the embodiment shown by FIG. 4, second battery 122 is chargedby second alternator 120. In some embodiments, second battery 122 ischarged directly by first alternator 110. In some embodiments, theelectrical connection between second battery 122 and second alternator120 is through a power control device such as a voltage converter, avoltage controller, or other electrical device capable of controllingand converting current as is known in the art. Depending upon variousparameters, such as the instant power needs of the vehicle, rotationspeed of flywheel 102, and charge state of second battery 122 forexample, current generated by second alternator 120 is used to energizedrive motor(s) 125 or charge second battery 122. In some embodiments,ECM 131 (not shown in FIG. 4; shown in FIG. 8) distributes currentgenerated by second alternator 120 in the aforementioned manner.

FIG. 5 shows a simplified schematic diagram of drive system 400. Drivesystem 400 is similar to drive system 300 of FIG. 4, with the additionof an electrical connection between second battery 122 and both vehicledrive motors 125. In this embodiment, current from second battery 122 isused to directly energize vehicle drive motor(s) 125. In someembodiments, the electrical connection between second battery 122 andvehicle drive motors 125 is through a power control device such as avoltage converter, a voltage controller, or other electrical devicecapable of controlling and converting current as is known in the art.

FIG. 6 shows a simplified schematic diagram of drive system 500. Drivesystem 500 is similar to drive system 400 of FIG. 5, with the additionalof an external alternating current (“A/C”) plug 107. This embodiment ofthe invention utilizes an external power source drawn through A/C plug107 that is reversibly coupled (plugged in) to an external source of A/Celectricity to drive system 600, such as a standard residentialelectrical outlet for example. A/C power from plug 107 is used to powerflywheel drive motor 105, thereby spinning-up flywheel 102 to itsoperating speed prior to driving the vehicle, if desired. In someembodiments not shown in FIG. 6, externally delivered A/C power isadditionally used to fully charge first battery 112 and second battery122 when the vehicle is parked overnight or for any adequate period oftime where there is an external source of A/C power available, such asin the garage of the vehicle owner's home.

FIG. 7 shows drive system 600, including an electronic control module(“ECM”) 131. In this embodiment, ECM 131 regulates the distribution andutilization of energy throughout system 600 by monitoring theoperational state of the vehicle and components of drive system 600. Ata minimum, ECM 131 monitors current produced by alternator(s) 110, therotational speed of flywheel 102, the charge state of first battery 112,and the charge state of second battery 122. Because the alternatingcurrents generated and utilized throughout drive system 600 are storedwithin direct current storage batteries 112 and 122, ECM 131 rectifiesand inverts current inputs and outputs depending upon the source anddestination of the current. In some embodiments of the invention, ECM131 is a single, multifunction vehicle control “computer.” In otherembodiments of the invention, ECM 131 may represent a plurality ofcontrol modules dedicated to isolated portions of the drive system.

ECM 131 regulates the distribution of voltages and currents throughoutthe entire drive system 600 to optimize energy capture, energy storage,and power utilization for a spectrum of vehicle power states and drivingconditions. ECM 131 performs conversions from alternating current todirect current when needed. For example, under some conditions, firstbattery 112 will be incompletely charged and ECM 131 will routealternating current from alternator(s) 110 to more completely chargefirst battery 112. Under other conditions where first battery 112 ismore completely charged, ECM 131 will route alternating current fromalternator(s) 110 directly to flywheel drive motor 105. Distribution ofthe recaptured energy is, therefore, balanced between two storagemodalities—electrical (first battery 112) and kinetic (rotating flywheel102). The optimal balance between these two alternative energy storagemodalities to achieve optimal efficiency is governed by ECM 131. The twomodalities are both cumulative and complimentary; meaning, energy isconverted between electrical and kinetic states and shared between firstbattery 112 and flywheel 102, maximizing both energy storage capacityand efficiency.

In some embodiments, ECM 131 performs additional functions. For example,power from an external source entering drive system 600 from plug 107 isdistributed by ECM 131 according to the charge status of first battery112, second battery 122, and the rotation speed of flywheel 102. ECM 131thereby distributes external A/C power accordingly between the twobatteries and flywheel drive motor 105. In some embodiments, ECM 131 iselectrically coupled to clutch 124. In such embodiments, clutch 124 is amagnetic clutch actuated by ECM 131 under conditions where secondalternator 124 is charging second battery 122 or energizing drivemotor(s) 125. When additional power is not needed, ECM 131 disengagesclutch 124 so as not to unnecessarily drain stored kinetic energy fromrotating flywheel 102.

Referring back to FIG. 1, FIG. 3, FIG. 4, FIG. 5, FIG. 6, and FIG. 7,and as described in the embodiments above, rotating flywheel 102 iscoupled to second alternator 120, thereby rotating a shaft of secondalternator 120. Rotating a shaft of second alternator 120 causes secondalternator 120 to generate A/C current. Second alternator 120 iselectrically coupled to second battery 122. In some embodiments, theelectrical coupling of second alternator 120 and second battery 122 isthrough ECM 131. The current generated from rotating second alternator120 is stored in second battery 122 or energizes vehicle drive motor(s)125. A rear wheel 140 (shown by FIG. 1, FIG. 3, FIG. 4, FIG. 5, FIG. 6,and FIG. 7) is a drive-wheel for the vehicle. Embodiments of theinvention may utilize one or both rear wheels 140 as drive wheels. Rearwheel 140 is mechanically coupled to a vehicle drive motor 125 through areduction gear, belt-and-pulley, or other system of mechanical couplingsimilar to that between first alternator(s) 110 and front wheel(s) 141.In embodiments of drive system 100, 200, 300, 400, 500, or 600 installedin any all-electric or gasoline-electric hybrid vehicle, vehicle drivemotor(s) 125 are powered by the vehicle's primary storage batteries,second alternator 120, or second battery 122, depending on the relativecharge states of the vehicle's primary storage batteries and secondbattery 122. ECM 131 charges second battery 122 using current fromsecond alternator 120. Second battery 120 provides power to vehicledrive motor(s) 125, alone or in concert with the primary drive system ofthe vehicle.

FIG. 8 is a schematic showing the flow of current (depicted by solidarrows) through embodiments of drive system 600. Additionally, FIG. 8shows mechanical couplings (depicted by dashed arrows). In this and someother embodiments of the invention, current flow is regulated by ECM131. As previously described, a shaft of alternator(s) 110 ismechanically turned by rotation of front wheels 141 of the vehicle.Rotation of the alternator shaft of alternator 110 causes alternator 110to generate electrical current. Current generated by alternator(s) 110charges first battery 112, or, depending on the charge status of firstbattery 112, directly energizes flywheel drive motor 105. Flywheel drivemotor 105 converts electrical current from first battery 112 oralternator 110 into mechanical rotation of flywheel 102. In other words,current from alternator(s) 110 preferentially charges first battery 112with surplus current energizing flywheel drive motor 105. In this way,kinetic energy of a moving vehicle is initially stored as charge infirst battery 112, then as kinetic energy in flywheel 102. Rotation offlywheel 102 turns the shaft of second alternator 120, which generates asecond current. This second current, in turn, preferentially chargessecond battery 122, with surplus current directly energizing drivemotor(s) 125, powering rear wheels 140 and propelling the vehicle. Drivemotor(s) 125 are energized by either second battery 122 or secondalternator 120 depending on the balance between the charge state ofsecond battery 122 and the rotational speed of flywheel 102.

In this embodiments, a first intelligent charger 113 contained withinECM 131 is electrically interposed between second alternator 120, secondbattery 122, and drive motor(s) 125. First intelligent charger 113monitors second battery 122′s voltage, temperature, and/or time undercharge to continuously determine the optimum charging current. Chargingis terminated and ECM 131 directs all current from second alternator 120to drive motor(s) 125 when second battery 122 is optimally charged. Athrottle mechanism, not part of drive system 700 but inherent to avehicle in which drive system 700 is installed, provides an inputprompting ECM 131 to regulate a current through drive motor(s) 125necessary to maintain the vehicle at a desired speed. Similarly, secondintelligent charger 123 contained within ECM 131 is electricallyinterposed between first alternator(s) 110, first battery 112, andflywheel drive motor 105. Second intelligent charger 123 monitors firstbattery 112's voltage, temperature, and/or time under charge tocontinuously determine the optimum charging current. Charging isterminated and all current from first alternator(s) 110 is directed toflywheel drive motor 105 when first battery 112 is optimally charged.

FIG. 9a and FIG. 9b show a side view and top view respectively of anembodiment of flywheel 102. Flywheel 102 can be used in any of vehicledrive systems 100, 200, 300, 400, 500, or 600. Flywheels for automotiveand other applications are available in a variety of shapes and sizes,and manufactured from a variety of materials. In the embodiment shown,flywheel 102 is formed in the general shape of a cissoids or conchoids.This is not meant to be limiting. Flywheel 102 can take any number ofshapes, including but not limited to other discoid shapes, cylinders,toroid, and others. Any shape found to most efficiently preserverotational inertia and minimize drag from the surrounding fluid can beused, depending on the embodiment of the invention. Also, the materialand method used to manufacture flywheel 102 may be any one orcombination of materials or methods known to those in the art. In someembodiments, flywheel 102 is made of a plurality of high tensilestrength straight filaments. In some other example embodiments, flywheel102 is formed by a pour cast, built-up in layers using sequentialoverlapping strips of high tensile-strength material (as shown in theembodiment shown in FIG. 9b ), or by circumferential windings of wire orother fiber. In the case of built-up or wound construction, the outermargin of flywheel 102 may be reinforced by a circumferential boundarylayer of the same or a second material.

Before driving a vehicle equipped with an embodiment of drive system100, 200, 300, 400, 500, or 600 from a state in which flywheel 102 isnon-rotating, the user/driver may first elect to spin-up flywheel 102 byproviding power to flywheel drive motor 105. This power may come fromfirst battery 112 or, in some embodiments, is provided through externalA/C plug 107 as described earlier and shown in FIG. 3 and FIG. 8.Rotation of flywheel 102 is not necessary to initiate use of the motorvehicle, however, where second battery 122 is adequately charged toprovide power to drive motors 125. The primary power source of theall-electric or gasoline-electric hybrid vehicle can serve as theinitial sole source of power for vehicle operation. As the vehicle isdriven, however, drive system 100 progressively augments the primarypower source driving rear wheels 140 through conversion and storage ofthe moving vehicle's kinetic energy progressively within first battery112, rotating flywheel 102, and second battery 122. After the vehicle isparked, rotating flywheel 102 continues to rotate for a considerabletime before stored kinetic energy is completely dissipated by friction.Accordingly, and if necessary to fully charge second battery 122 andthen first battery 112, ECM engages clutch 124 and flywheel 102continues driving second alternator 120 even after use of the vehicle iscompleted. This recaptured backup power is immediately available topower drive motors 125 when vehicle use is resumed. Therefore, laterdriving of a previously parked vehicle is possible without utilizationof the vehicle's primary power source.

FIG. 10 shows a method 700 of forming a drive system for a vehicle. Step710 of method 700 is mechanically coupling a first alternator to a firstwheel of a vehicle wherein rotation of the first wheel of the vehiclecauses the first alternator to generate electricity. In someembodiments, the electricity generated by the first alternator is storedin a first battery. In some embodiments, the electricity generated bythe first alternator is stored in the primary batteries of the vehicle.In some embodiments, the electricity generated by the first alternatorpowers the vehicle's primary electric drive motor(s).

Step 720 of method 700 is electrically coupling the first alternator toa flywheel drive motor wherein the first alternator powers the flywheeldrive motor. In some embodiments, first alternator powers the flywheeldrive motor directly. In some embodiments, first alternator powers theflywheel drive motor through a battery or other similar means of energystorage.

Step 730 of method 700 is coupling the flywheel drive motor to aflywheel, wherein powering of the flywheel drive motor causes theflywheel to rotate. In some embodiments, the coupling is a directmechanical coupling. In some embodiments, the coupling is an indirectmechanical coupling using a gear, a pulley or belt, or anothermechanical means.

Step 740 of method 700 is coupling the flywheel to a second alternator,wherein rotation of the flywheel causes the second alternator togenerate electricity.

Step 750 of method 700 is electrically coupling the second alternator toa vehicle drive motor, wherein electricity generated by the secondalternator powers the vehicle drive motor.

The embodiments and examples set forth herein were presented in order tobest explain the present invention and its practical application and tothereby enable those of ordinary skill in the art to make and use theinvention. However, those of ordinary skill in the art will recognizethat the foregoing description and examples have been presented for thepurposes of illustration and example only. The description as set forthis not intended to be exhaustive or to limit the invention to theprecise form disclosed. Many modifications and variations are possiblein light of the teachings above without departing from the spirit andscope of the forthcoming claims.

What is claimed is:
 1. A drive system for a vehicle comprising: a firstalternator mechanically coupled to a wheel of the vehicle; a flywheeldrive motor electrically coupled to the first alternator, wherein thefirst alternator powers the flywheel drive motor; a flywheelmechanically coupled to the flywheel drive motor, wherein the flywheeldrive motor rotates the flywheel; and a second alternator mechanicallycoupled to the flywheel; a first battery electrically coupled to thefirst alternator and the flywheel drive motor, wherein the firstalternator charges the first battery and the first battery powers theflywheel drive motor; a second battery electrically coupled to thesecond alternator, wherein the second alternator charges the secondbattery; and an electronic control module electrically coupled to thefirst alternator, the first battery, the flywheel drive motor, thesecond alternator.